Triple valve.



B. K. HUTGHISON. TRIPLE VALVE.

APPLICATION FILED MAY 16, 1911. 1,052,342, Patented Feb. 4, 1913.

3 SHEETS-SHBBT 1.

WITNESSES:

. I INVENTOR M imrmzra vffi gfikwon/ ATTORNEYS B. K. HUTGHISON.

TRIPLE VALVE.

APPLICATION FILED MAY 16, 1911.

Patented Feb. 4, 1913.

3 SHEETSSHEET 2 ATTORNEYS COLUMBIA PLANOGRAPH C0., WASHINGTON, u. c.

E. K. HUTCHISON.

TRIPLE VALVE.

APPLICATION FILED MAY 16, 1911.

1,052,342. Patented Feb. 4, 1913.

3 SHEETSSHEBT 3.

l N V E N TOR A TTORNE Y 8 COLUMBIA PLANOGRAPH c0., WASHINGTON, D c.

EPHRAIM K. HUTCHISON, OF ELY, NEVADA.

TRIPLE VALVE.

Specification of Letters Patent.

Patented Feb. 4, 1913.

Application filed May 16, 1911. Serial No. 627,543.

To all whom it may concern:

Be it known that I, EPHRAIM K. HUTCIII- SON, a citizen of the UnitedStates, and a resident of Ely, in the county of VVh1te Pine and State ofNevada. have invented a new and Improved Triple Valve, of which thefollowing is a full, clear, and exact description.

My invention relates to triple valves and it has for its object toprovide one which may be used to advantage either with similar valves orwith triple valves of the Vest inghouse or of the New York type, mytriple valve being provided with a variable resistance device forretarding the action of the valve at predetermined points.

Another object of the invention is to provide a triple valve with meansto retard the release of the brakes, and the filling of the auxiliaryreservoirs at the front of long trains, so that on the rear cars of thetrain the brakes will in all cases be released and the auxiliaryreservoirs will be recharged on or before the brakes are released andthe auxiliary reservoirs are recharged at the front of the train.

Another object of the invention is to provide means in a serviceapplication of the brakes, to permit a limited supply of air to reachthe brake cylinder direct from the train pipe, in addition to the airflowing from the auxiliary reservoir. to more quickly lower the trainpipe pressure than is the case in present practice. where the reductionin train pipe pressure is obtained solely by the valve on the engine atthe front of the train.

Another object of the invention is to provide means to permit only alimited supply of air to flow from the auxiliary reservoir to the brakecylinder when the triple valve is in the emergency position, so that aconsiderable flow of air from the train pipe to the brake cylinder on acar at the front of the train, will help to lower the train pipepressure and assist to operate the triple valve on the rear cars.

Still another object of the invention is to provide a check valve in thepassage leading from the train pipe through to the brake cylinder, toprevent the escape of air in the brake cylinder when the pressure in thebrake cylinder which has been increased by pressure from the auxiliaryreservoir, ex ceeds the pressure in the train pipe.

Still another object of the invention is to provide the triple valvewith a check valve in the passage connecting the train pipe with theauxiliary reservoir, to prevent the air from feeding from the auxiliaryreservoir to the train pipe at the rear of very long trains, at whichpoint it is difficult to reduce the train pipe pressure immediately whenthe engineers valve is moved to service position.

Still other objects of the invention will appear in the followingcomplete specification. in which the preferred form of my invention isdisclosed.

In the drawings similar characters of reference indicate correspondingparts in all the views, in which;

Figure 1 is a sectional view on the line 11 of Fig. 3; Fig. 2 is asectional view on the line 2--2 of Fig. 3; Fig. 3 is an enlargedsectional view on the line 33 of Fig. 2; Fig. 4c is a fragmentarysectional view of the seat and valve members; Fig. 5 is an inverted planview of the valve member; Fig. 6 is a plan view of the seat member: Fig.7 is a fragmentary sectional View of the valve member; and Fig. 8 is adiagrammatic view showing the relative positions of the ports in thevalve and seat men'ibers. and the relative positions of the resilientholding devices on the recessed side walls of the valve member. when thevalve member is in the different positions relatively to the valve seat.

By referring to the drawings itwill be seen that a casing 10 isprovided, which has a compartment 11, a cylinder 12, and a pas sage 13.communicating with the compartment 11 and extending to the cylinder 12at one end, and to the auxiliary reservoir port 14 at the other end. Inthis passage 13 there is a guideway 15, in which a guide member 16 isadapted to reciprocate. this guide member 16 being provided withorifices 17 which extend therethrough and be ing connected to a piston18 by means of a piston rod 19. Secured to the casing 10 at the end ofthe cylinder 12 there is a head member 20, having a recess 21, in whicha guide 22 is adapted to move, a rod 23 being secured to this guide 22,the said rod 23 projecting in a recess 24 in a nut 25, which is providedfor closing the end of the compartment. A spring 26 is coiled around therod 23 between the guide 22 and the nut 25, this spring 26 being adaptedto hold the guide 22 yieldingly against the stop 27, which is formed inthe head member 20. Secured to the piston 18 there is a stud 28, whichis adapted to engage the guide 22.

As will be seen by referring to Fig. 1 of the drawings, the guide 22 isprovided with orifices 29, which are provided for equalizing thepressure on opposite sides of the said guide.

Referring to Figs. 3 and 6 of the drawings, it will be seen that theseat member 30 is provided with an annular flange 32, having orifices33, and that it is disposed at the bottom of the compartment 11 on agasket 31, screws 34 being provided which are disposed in orifices 33,and mesh in threaded orifices 35 in the casing 10. This seat member 30has a port 36 in communication with the passage 37, in the casing, whichleads to the train pipe port 38. The port 39 in the seat member 30communicates with the passage 40, which leads to the brake cylinder port41. Connected with the port 39 by a passage 43 at the bottom of the seatmember, there is a port 42. The port 44 in the seat member 30 connectswith the passage 45, which leads to the exhaust. The ports 46 and 47 inthe face plate 30 are connected at the bottom of the seat member withthe port 36. While the port 46 is elongated and is radially disposed, itshould be noticed that the port 47 is in the shape of an arc, and thatit tapers toward the right. On the seat member 30 the valve member 48 isdisposed. This valve member 48 has a de ending stud 49, which extendsinto a recc ss 50 in the seat member 30. The valve member 48 also has anupwardly-extending stud 51. which projects in a recess 52 in thedetachable member 53, of the casing 10. Around the stud 49 there is arecess 54, in the bottom of the valve member 48, a passage being made inthe valve member 48, afi'ording communication from the top of the valvemember to the said recess 54. The said passage 55 and recess 54 areprovided to reduce the seat friction and in a measure to counteract thedownward pressure of the valve member 48, caused by the compressed airin the compartment 11. In the valve member 48 there is an elongated andradially disposed recharging port 56. which communicates with thepassage 57 which extends through the top of the valve member 48, as bestshown in Fig. 7 of the drawings. In this passage 57 there is a checkvalve 58, which permits the air to pass upwardly from the ports 46 and47, in the seat member 30 into the compartment 11, and thence into theauxiliary reservoir, but prevents any air from passing from the saidcompartment 11 through the ports 46 and 47 and thence to the train pipe.A screw 59 with openings 60 is used to close the top of the passage 57,and prevent the displacement of the check valve device 58. The port 61in the valve member 48 has a lateral opening 62, which communicates withthe compartment 11, this port 61 being adapted to communicate with theport 42 in the seat member 30, to permit air from the auxiliary and thecompartment 11 to pass to the port 42, in the seat member 30, andthrough the passage 43 connecting the said port 42 with the port 39,leading to the brake cylinder. The port 63 in the valve member 48 isprovided for communicating with the exhaust port 44, in the seat member30, this port 63 being connected by a passage 64 in the valve member 48with a port 65, which is adapted to connect with the port 39. leading tothe brake cylinder. The port 66 in the valve member 48 is adapted tocommunicate with the port 39 in the seat member 30, the said port 39leading to the brake cylinder, and this port 66 in the valve member 48is connected with the port 67 in the valve member 48 by means of thepassage 68, which is disposed in the "alve member. This port 67 isprovided for communicating with the port 36 in the seat member 30, thesaid port 36 being connected with the train pipe, as has been stated.

As will best be seen by referring to Fig. 5 of the drawings, the port 67has a lateral extension 69, which will permit a restricted flow of airfrom the train pipe. In the vertical passage '70 in the valve member 48,leading upwardly from the port 67, there is a check valve 71, this checkvalve 71 being provided for permitting the air to fiow from the port 67through the passage to the passage 68, but preventing the air fromflowing back from the port 66 through the passage 70 to the port 67.Secured to the valve member 48 there is a ring 72, which has an arm 73,the said arm 73 being connected with the guides 16 by means of a link74. I prefer to connect the said link 74 loosely with the guide member16, and the arm 73, so that the piston 18 will move a short distancebefore it picks up its load.

As will be seen by referring to Fig. 5 of the drawings, the rings 72which may be readily replaced, are secured to the valve member 48, bymeans of radially disposed screws 75. On opposite sides of the ringmember 72 there are recesses with surfaces 76, which are adapted to begripped by the rollers 77, journaled to the resilient arms 78 of thegripping device 79, this resilient gripping device 79 being pivoted at80 to the casing 10. A spring 81 is disposed around the stud 51 betweenthe detachable member 53 of the casing and the valve member 48.

The diagrammatic View in Fig. 8 of the drawings, shows the six positionsof the valve member 48 relatively to the valve seat member 30. \Vhen thetriple valve is in lapped position, as shown at G, none of the ports inthe valve member 48 permits the air to flow through any of the ports inthe seat member 30. \Vhen the triple valve is in this position, therollers 77 on the re silient arms 78 are disposed at the apexes 82 inthe recesses in the ring member 72. When with a standard pressure ofseventy pounds in the train pipe the engineer desires to check the speedof the train, he places his engineers brake valve in serviceapplication, until a reduction of say five pounds is made in the trainpipe. \Vhen this takes place the piston which is subject to train pipe(pressure, as has been described, is move to the right, until the stud28 comes in contact with the head 22. The further movement of the piston18 toward the right is prevented by the spring 26. \Vhen the piston 18moves, as has been described, it will cause the valve member 48 torotate against the gripping power of the resilient arms 78, until theports are in the position shown at B in Fig. 8, with the rollers 77disposed on the inclines 83 of the lateral recesses in the valve member48. \Vhen the valve member is disposed in the service position as shownat B, air is permitted to flow from the auxiliary reservoir and thecompartment 11, through the passage 62, and through the ports 61 to theport 42 in the seat member 30, which communicates with the brakecylinder, as has been described, and a limited supply of air is alsopermitted to flow up through the port 36 of the seat member 30 into theend of the lateral extension 69 of the port 67 and through the saidlateral extension 69 to the port 39 of the seat member 30. In thisposition of the valve the lateral extension 69 is disposed over aportion of the port 36, and a portion of the port 67 of the valve memberis disposed over a portion of the port 39 of the seat mem ber. \Vhen thevalve is in service, communication is not open between the ports 36 and39 of the seat member through the vertical passage 70 and the checkvalve '71 until the valve member 48 moves to a position, shown at A inFig. 8, where the port 66 of the valve member 48 is disposed over theport 39 of the seat member 30. It will therefore be seen that when thetriple valve is in service position, air will flow not only from theauxiliary reservoir into the brake cylinder, but also from the trainpipe into the brake cylinder. Then the pressure in the auxiliaryreservoir has fallen to a trifle below the pressure in the train pipe,which now, after said reduction has been made, is at about sixty-fivepounds, the rollers 77 which are resting on the inclines 83, are pressedagainst the said inclines 83 of the recesses in the ring member withnearly enough force to move the ring member, and with it the valvemember 48, to that position shown at C in Fig. 8 of the drawings. Itwill therefore be seen that as soon as the pressure in the auxiliaryreservoir falls a trifle under the pressure in the train pipe the gripof the rollers 77 will be suflicient to move the valve member 48 and thepiston 18 back to lapped position, which prevents any air from passingthrough the ports in the seat member 30. If the service application ofthe brakes which has been made is not suflicient to meet therequirements another reduction may be made in the train pipe pressure ina manner readily understood. But should the engineer desire, he may,with my triple valve, recharge his auxiliary reservoirs with hisengineers brake valve in running position. T 0 do this, after making thenecessary reduction in train pipe pressure, it is merely necessary toreturn the engineer's brake valve to running position, when air from thereservoir will begin to reed slowly into the train pipe, and will buildthe train pipe pressure from sixty-five pounds back to seventy pounds,which is normal pressure. As soon as the pressure in the train pipereaches sixty-five pounds, the rollers 77 move down a slight incline 84,of the recesses in the ring member, until the rollers 77 abut againstthe niches 85 in the said recesses, and when the rollers 77 reach thesaid niches, the valve member will be disposed relatively to the valveseat as shown at l) in Fig. 8 of the drawings. In this position the airwill flow from the port 46 in the seat member 30, which communicateswith the train pipe, through the port 56, to the compartment 11, andfrom thence to the auxiliary reservoir 86.

It will be seen by examining Fig. 8 of the drawings that when the airpasses from the said port 46 to the said port 56, the port 65 does notcommunicate with the port 39, and

that therefore the pressure is maintained in the brake cylinder. hen theengineers brake valve is in running position the auxiliaries throughouta long train will be slowly recharged from the train pipe, and providedthat the (lilierence in pressure in the train pipe and in the auxiliarydoes not exceed two and one-half pounds, the rollers will not move overthe niches 85 and change the position of the valve member relatively tothe seat member 30. Both the train pipe pressure and the auxiliaryreservoir pressure may be slowly raised until seventy pounds, the normalpressure, is reached, when the engineers brake valve may be closed,preventing any further escape of the air from the main reservoir intothe train pipe, The auxiliary reservoirs on the train having beenrecharged the engineer may, if desired, make a second reduction in trainpipe pressure not from sixty-five pounds train pipe pressure but fromseventy pounds train pipe pressure, the same as in the first case, andthese reductions from the normal train pipe pressure may be madeindefinitely should occasion require. When the engineer no longerdesires to retard the movement of the train, by throwing the engin-eersbrake valve to full release, he opens communication through a very largeport be tween the main reservoir and the train pipe, and the air flowsquickly through the train pipe with great velocity. As soon as thedifference in train pipe pressure over the auxiliary reservoir pressurerises to two and one-half pounds, the pistons are moved to releaseposition, and the rollers 77 move over the niches 85 to the apexes 87 atthe start of the inclines 88. \Vhen the rollers 77 reach the apexes 87,the ports in the valve member will be disposed relatively to the portsin the seat member as shown at E in Fig. 8 of the drawings. \Vhen inthis posi tion the port (35 in the valve member 48 will register withthe cylinder port 39 in the seat member 30, so that the air from thebrake cylinder may pass from the port 39 to the port 65 and from thencethrough the passage 64 to the port (33, the said port 63 communicatingwith the exhaust port 44 in the seat. member 30. In this way the airwill e cape rapidly from the brake cylinder. At the same time the port47 in the seat member 30 will communicate With the port 56 in the valvemember 48, to permit the air to flow from the train pipe into thecompartment 11, and from thence to the auxil iary reservoir 86.

\Vith triple valves which are now in use on very long trains, theregreat diflieulty in quickly releasing the brakes and recharging theauxiliary reservoirs, inasmuch as while the pressure in the train pipequickly operates the triple values which are near the locomotive, thetriple valves at the rear of the train are not operated until some timethereafter. This is so for the pressure at the rear of the train pipe isoften very much less than at the locol'notive. ith my triple valve.while the pressure in all cases will be sufficient to move the valvemember relatively to the seat member so that the ports therein will bepositioned as shown at E in Fig. 8 of the drawings, any excess ofpressure in the train pipe near the locomotive will move the piston 18to the left, until it strikes against the head of the cylinder 12, whichwill cause the valve member 48 to move to a position where the rollers77 will be disposed on the incline 88, and the ports in the valve memberwill be disposed relatively to the ports in the seat member as shown atF in Fig. 8 of the drawings. lVhen in this position the valve member 48is moved so far that the port 56 communicates only With the taperedright end of the port 47, and the passage from the brake cylinder port39 to the port 65 is greatly restricted. This will make it possible torecharge the auxiliary reservoirs throughout the train substantially atthe same time, for with the greater pressure and with the restrictedports at the front of the train, and with the unobstructed ports and thereduced pressure at the rear of the train, the air from the train pipewill recharge the auxiliary reservoirs at about the same time. In anycase the auxiliary reservoirs at the rear of the train will be rechargednot later than at the time the auxiliary reservoirs are recharged at thefront of the train. The restricted ports leading from the brake cylinderat the front of the train will make it certain that the brakes are notreleased at the front of the train before the brakes are released at therear of the train. When the piston 18 has been moved to the left andrests against the head of the cylinder 12, the effective area of thepiston is not changed, since the air may pass through the slots 89 inthe abutting ring 90 on the piston 18.

My retarded feed to the auxiliary reser voirs is a very valuableimprovement in triple valves, two great benefits being obtained from itsuse. One of these is that in a long train it is necessary to leave theengineers brake valve lever in release posi tion a long while in orderto build a pressure at the rear of the train for releasing the brakesand re-charging the auxiliary reservoirs. and that if the ports leadingto the auxiliary reservoirs on the front ear be opened wide with agreater pressure at the front of the train the auxiliary reservoirs onthe front cars will be overcharged. lVhen such is the case when theengineers brake valve lever is placed again in running position, many ofthe triple valves on the front cars will operate to re-set their brakes.The other benefit, obtained by this retarded feed to the auxiliaryreservoirs is to reduce the feed to the auxiliary reservoirs at thefront of the train to permit the engineer to build up more rapidlv ahigh pressure at the rear of the train for a more efi ective release. Mytriple valves in their release position will be disposed from a fullrelease position at the rear of the train, where the train pipe pressureis the lowest, to a retarded release position at the front of the train,where the train pipe pressure is the highest. this being so for thegreater the pressure in the train pipe above a predetermined point, themore retarded their release position, until they are at their greatestretarded release position.

I wish to call attention to the fact that the port 47 tapers toward theright, and that when the triple valve is in retarded recharging andretarded release position, only a small area of the port 47 willcommunicate with the port 56. I Wish also to call attention to the factthat when my triple valve is in service position with the ports in thevalve member disposed relatively to the valves in the seat chamber, asshown at B in Fig. 8 of the drawings, the lateral ex tension (39 of theport 67 will be disposed over the train pipe port 36 in the seat member30, with a portion of the port 67 disposed over the brake cylinder port39, so that a little air may flow from the train pipe into the brakecylinder in addition to the air which flows into the brake cylinder fromthe auxiliary reservoir. This little reduction in train pipe pressure byeach triple valve along the train of cars helps to reduce the train pipepressure more quickly than is the case where the reduction of train pipepressure is obtained solely by the air passing from the rear of thetrain to the engineers brake valve.

'hen the engineer desires to make an emergency ap lication of the brakeshe moves the brake valve lever to emergency position, whereupon all theair in the train pipe rushes ahead and as the triple valves in thedirection of the rear of the train successively feel the reduction inpressure the studs 28 on the pistons 18 move the heads 22 against thepressure of the springs 26, and the piston, by means of the mechanismdescribed, moves the valve member 48 so that its ports are disposedrelatively to the ports in the valve seat 30. as shown at A in Fig. 8 ofthe drawings. In this position the port 67 in the valve member 48communicates with the train pipe port 36 in the seat member 30, and theport 66 in the valve member 48 communicates with the brake cylinder port39 in the seat member 30, which permits the air to flow from the trainpipe directly into the brake cylinder. A portion of the port 61 in thevalve member 48 communicates with a portion of the port. 42 in the seatmember 30, so that a little air is permitted to flow from the auxiliaryreservoir into the brake cylinder. hile the air will feed into the brakecylinder from the train pipe as long as the train pipe pressure is abovethe pressure in the brake cylinder, when the pressure in the train pipeis reduced below the pressure in the brake cylinder, by the operation ofthe engineers brake valve, the check valve 71 operates to prevent theair in the brake cylinder from escaping into the drain pipe. The air inthe brake cylinder and in the auxiliary reservoir will then quicklyequalize.

lVhen my improved triple valve is used in connection with other types oftriple alves the operation is the same in all particulars, except thatsince the other triple valves do not recharge while the brakes are on,it is useless to work that feature, unless there are suflicient of mytriple valves in use on the train to hold the train While the others arereleased for recharging the auxil iary reservoirs.

lVhen my triple valves are used in connection with other types of triplevalves and the engineer desires to make a series of service applicationsof the brakes, he proce-eds by placing his engineers brake valve leverin lap position after each reduction, instead of in running position. Ifsevenpound reductions are made in the train pipe pressure, three of suchreductions will bring the train pipe pressure down to about fortynine orfifty pounds. which is at about the point where the auxiliary reservoirsand the brake cylinder pressures will equalize. It is therefore uselessto make any further service applications of the brakes until theauxiliaries have been recharged.

\Vhen my triple valves are used in connection with triple valves ofother types, and the engineer desires to recharge the auX- iliaryreservoirs, he throws his engineers brake valve lever into full releaseposition, whereupon the pressure in the train pipe will increaserapidly, and all the auxiliary reservoirs will be recharged, and the airin all the brake cylinders will be permitted to escape. However, ifdesired, the engineer may move the brake valve lever into run ningposition, which does not build up the pressure in the train pipe sorapidly, and when this is done, the auxiliary reservoirs connected withthe lVestinghouse, New York. and other similar types of triple valves,will be recharged, and communication will be afforded between the brakecylinders connected therewith and the atmosphere, while my triple valveswill be in position to prevent the escape of the air from the brakecylinders, while permitting the air to recharge the auxiliaryreservoirs.

It will be understood that when the rollers 77 reach the level 90 on thering member 72, and in consequence the power of the resilient arms 78 torotate the valve member 48 has ceased, the spring 26 takes up the Work,and with the head 22 and the stud 28, tends to move the piston 18 to theleft, on any slight increase in train pipe pressure. The spring 81 isonly needed when the pressure in the auxiliary reservoir is greatlydiminished for when the auxiliary reservoir has been charged, the aircontained therein which communicates with the compartment 11, will tendto force the valve member 48 on its seat.

Having thus described my invention, I claim as new and desire to secureby Letters Patent:

1. In a triple valve having a seat member with openings forcommunicating with the train pipe, the brake cylinder, the exhaust, andthe auxiliary reservoir, a valve member movable relatively to the seatmember for co-acting therewith and having a passage for connecting theopenings in the seat member which lead to the brake cylinder and to theexhaust, a passage for connecting openings in the seat member which leadto the brake cylinder and the train pipe, an open ing for connecting theauxiliary reservoir with the brake cylinder, and an opening forconnecting with the auxiliary reservoir an opening in the seat memberwhich communicates with the train pipe.

2. A triple valve having a passage connecting a train pipe port with anauxiliary reservoir port, a check valve in the passage for permittingair to pass to the auxiliary reservoir but preventing the air frompassing from the auxiliary reservoir to the train pipe, an additionalvalve for commanding the passage, the said valve having a side with arecessed portion, and resilient means for engaging the said recessedportion of the side when the valve is in position to open the passage.

3. A triple valve having a seat member with openings for communicatingwith a train pipe port, a brake cylinder port, an exhaust port, and anauxiliary reservoir port, the said seat member having a passage forconnecting the openings in the seat member communicating with theauxiliary reservoir port and the brake cylinder port, and a valvemovable relatively to the seat member for co-acting therewith and havinga passage for connecting the ports in the seat member which lead to thebrake cylinder and to the exhaust, a passage for connecting the ports inthe seat member which lead to the brake cylinder and to the train pipeport, and an opening for connecting the auxiliary reservoir port in theseat member with an auxiliary reservoir.

4. A triple valve having a passage between a train pipe port and anauxiliary reservoir port, a valve commanding the passage for opening thepassage when the pressure in the train pipe reaches a predeterminedpoint, and for restricting the passage when the pressure in the trainpipe exceeds the predetermined point, means operable by the pressure inthe train pipe for actuating the valve, said valve having a side with arecessed portion provided with an inclined end, and a resilient deviceengaging the said inclined end when the valve is in position to restrictthe passage.

5. A triple valve having a passage between a brake cylinder port and anexhaust port, a valve commanding the passage for opening the passagewhen the pressure in the train pipe reaches a predetermined point andfor restricting the passage when the pressure in the train pipe exceedsthe predetermined point, the said valve having a side with a recessedportion provided with an inclined end, means operable by the pressure inthe train pipe for actuating the valve, and a gripping device engagingthe side of the valve at the recessed portion when the valve is inposition to open the passage, and engaging the said inclined end whenthe valve is in position to restrict the said passage.

6. A triple valve having a passage between a train pipe port and anauxiliary reservoir port, and a second passage between a brake cylinderport and an exhaust port, a valve member for commanding the passages foropening the same when the pressure in the train pipe reaches apredetermined point, means operable by pressure in the train pipe foractuating the valve member, the said valve having a side with a recessedportion provided with a niche, and a resilient member for engaging theside, the said resilient member engaging the niche when the valve is inposition to open the first mentioned passage, and engaging the recessedportion of the said side beyond the niche when the valve member is inposition to open the second passage.

7. A triple valve having a seat member with a port leading from thetrain pipe. a port leading to the brake cylinder, and a port connectedby a passage with the last mentioned port, and a valve member adapted tocooperate with the seat member and having two ports connected by apassage for atl'ording communication between the port in the seat memberleading from the train pipe and the port in said seat member leading tothe brake cylinder, the said valve member also having a port forconnecting the auxiliary reservoir with the port in the seat memberconnected with the brake cy linder port, one of the first-two-mentionedports in the valve member being provided with an extension adapted to bedisposed over the port in the scat member leading from the train pipe toafford a restricted communication between the train pipe and the brakecylinder when the port in the valve for connecting the auxiliaryreservoir with the brake cylinder port is in communication with the portin the seat member connected with the brake cylinder port.

8. A triple valve, having a seat member with a passage for connecting atrain pipe port with an auxiliary reservoir port, a valve member adaptedto slide in opposite directions on the said seat member for commandingthe passage, the valve member being adapted to open communicationthrough the passage when in a predetermined position and to restrict thepassage when moved in either direction, the said valve member having arecess in its side, means operable by the pressure in the train pipe foractuating the valve member. and a resilient member for engaging the saidrecess when the valve is in position to open said passage.

9. A triple valve having a seat member provided with a brake cylinderport and a port connected with a passage leading to an exhaust, a valveslidably disposed on the said seat member and adapted to move inopposite directions, the said valve having a side with a recessedportion, the said valve being provided with ports connected by apassage, one of said ports when the valve member is in a predeterminedposition registering with the brake cylinder port in the seat member,and the other of said ports registering with the port in the seat membercommunicating with the exhaust for opening the communication between thebrake cylinder and the exhaust, the said valve when moved in eitherdirection restricting said communication, and a resilient member forengaging the side of said valve at the recessed portion.

10. A triple valve having a passage leading from an auxiliary reservoirport to a brake cylinder port, a passage leading from a train pipe portto a brake cylinder port, a rotary valve member for commanding thepassages for automatically restricting one passage as the other passageis opened to permit air to flow more freely therethrough, and aresilient member for engaging the sides of the valve.

11. A triple valve having a passage leading from an auxiliary reservoirport to a brake cylinder port, a passage leading from a train pipe portto a brake cylinder port, a valve member for commanding the passages forautomatically restricting the first passage as the second passage isopened widely to permit air to flow more freely therethrough and forrestricting the second passage as the first passage is opened to permitair to flow more freely therethrough.

12. A triple valve having a passage leading from an auxiliary reservoirport to a brake cylinder port, a passage leading from a train pipe portto a brake cylinder port, and valve mechanism for automaticallypartially opening the passage from the train pipe port to the brakecylinder port when the valve is in service position with the auxiliaryreservoir port communicating with the brake cylinder port for reducingthe pressure in the train pipe to hasten the action of neighboringvalves.

13. A triple valve having a seat member with a port leading from thetrain pipe and a port leading to the brake cylinder, and a valve memberadapted to cooperate with the seat member and having two ports adaptedto communicate respectively with the train pipe port and the brakecylinder port in the seat member, the said ports in the valve memberbeing connected by a passage for affording communication between thetrain pipe and the brake cylinder, a portion of the port in said valvemember for communication with the train pipe port being adapted to bedisposed over the brake cylinder port and having an extension disposedover the train pipe port to afford a restricted communication betweenthe train pipe and the brake cylinder when the other port in the valvemember is out of registry with the brake cylinder port in the seatmember.

14. A triple valve having a passage leading from an auxiliary reservoirport to a brake cylinder port and a passage leading from the train pipeport to the brake cylinder port, a rotary valve member for commandingthe passages for automatically opening the second passage to reduce thepressure in the train pipe port when the first passage is opened for aservice application, a check valve in the second passage, and aresilient member engaging the sides of the valve member.

15. In a triple valve, a valve seat having ports, a valve membercommanding the ports and having a face with an indenture adapted to beengaged bv a resilient member, and a pivoted resilient member engagingthe face of the valve member for retarding the movement of the valvemember.

16. In a triple valve, a valve seat having ports, a rotary valve memberfor commanding the ports and having a ring surrounding the same andprovided with a face adapted to be engaged by a resilient member, and aresilient member for engaging the face of the ring of the valve member.

17. In a triple valve, a valve seat having ports, a valve membercommanding the ports having a face with surfaces disposed at an angle toeach other, and a resilient member engaging the surfaces of the valvemember.

18. In a triple valve casing, a seat member having ports, a rotary valvemember pivoted to the seat member for commanding the ports, and aresilient member mounted in the casing and having arms for engaging {)heopposite sides of the rotary valve mem- 19. In a triple valve casing, aseat member having ports, a rotary valve member having a face withsurfaces at angles to each other and pivoted to the seat member forcommanding the ports, and a resilient member mounted on the casing andhaving arms for engaging opposite sides of the rotary valve member.

20. In a triple valve having a cylinder, a seat member having ports, arotary valve member for commanding the ports, a piston disposed in thecylinder and exposed on one side to the pressure in the train pipe,means connecting the piston with the rotary valve member, and resilientmeans for engaging the valve member.

21. In a triple valve having a cylinder, a seat member having ports, arotary valve member for commanding the ports, a piston disposed in thecylinder, a link connecting one side of the piston with the rotary valvemember, a stud projecting from the other side of the piston, anextension member in which a compartment is formed for communication withthe cylinder, a head in the con'lpartment adapted to be engaged by thesaid stud, a spring for holding the head yieldingly in position, andresilient means for engaging the side of the rotary valve member.

22. In a triple valve, a casing having a cylinder on one side and anauxiliary reservoir port on the other side, a valve seat having portsdisposed between the cylinder and the auxiliary reservoir port, a rotaryvalve member mounted on the valve seat, a piston for reciprocating inthe cylinder and exposed on one side to the pressure of the auxiliaryreservoir and on the other side to pressure in the train pipe, and meansfor connecting the piston with the rotary valve for operating thelatter, and a resilient member engaging the side of the rotary valve toretard its movement.

23. A triple valve having a passage, with a valve seat between a trainpipe port and an auxiliary reservoir port, a valve member having a sideprovided with a face having inclined ends and a recess between the ends,the said valve member having a sliding engagement with the valve seatfor opening the passage when the valve member is in a predeterminedposition relatively to the valve seat and for restricting the passagewhen the valve member is moved in either direction relatively to thevalve seat, and resilient means for engaging the side of said valvemember at said face for retarding its movement.

24. A triple valve having a passage, with a valve seat between a trainpipe port and an auxiliary reservoir port, a rotary valve member havinga sliding engagement with the valve seat for opening the passage whenthe valve member is in a predetermined position relatively to the valveseat and for restricting the passage when the valve member is moved ineither direction relatively to the valve seat, and resilient means forengaging opposite sides of the valve member for retarding its movement.

25. A triple valve having a passage, with a valve seat between a trainpipe port and an auxiliary reservoir port, a valve member with anindenture in its side and having a sliding engagement with the valveseat for opening a passage when the valve seat is in a predeterminedposition relatively to the valve seat and for restricting the passagewhen the valve member is moved in either direction relatively to thevalve seat, and a resilient member for engaging the side of the valvemember for seating in the said indenture when the valve member is in thesaid predetermined position.

26. A triple valve having a passage, with a valve seat between a brakecylinder port and ElItQXlltlllSt port, a valve member having a sideprovided with a face having inclined ends, the said valve member havinga sliding engagement with the valve seat. for opening the passage whenthe valve member is in a predetermined position relatively to the valveseat, and for restricting the passage when the valve member is moved ineither direction relatively to the valve seat, and a resilient11161111961 engaging the side of said valve member at said face forchecking the movement of the valve member when the valve member is inthe said n'edetermined position.

27. A triple valve having a passage connecting an auxiliary reservoirport with a brake cylinder port, a passage connecting a train pipe portwith the brake cylinder port, a rotary valve member for commanding thepassages adapted to move from a position in which it closes bothpassages, to a position opening wide the first passage and on to aposition opening wide the second passage, and resilient means engagingopposite sides of the rotary valve member for retarding the movement ofthe valve member when it is at a point between the positions where itopens wide the first and secoiid-n'ientioned passages.

28. A triple valve having a seat member provided with a 'iassageconnecting a train pipe port and an auxiliary reservoir port, and apassage leading from a brake cylinder port, a rotary valve memberconnnanding the passages for opening the first passage as the secondpassage closed, the said valve member being provided with recesses, anda resilient member for engaging the said recesses in the valve member.

29. A triple valve having a passage leading from an auxiliary reservoirport to a brake cylinder port. a passage connecting a train pipe portwith an auxiliary reservoir port, and a passage for connecting the brakecylinder port with an exhaust port, a valve member for opening the firstpassage as the other two passages are closed and for opening the secondpassage as the other two passages are closed, and a resilient grippingmember engaging predetermined points on the valve member when the latteris in position for opening the said passages.

30. A triple valve having a passage connecting a train pipe port with anauxiliary reservoir port, a passage leading from a brake cylinder port,a valve member commanding the passages and having a recess in its side,and a resilient member for engaging the recess when the valve is in aposition to open the first-mentioned passage.

31. A triple valve having a passage connecting a train pipe port with anauxiliary reservoir port, a passage leading from a brake cylinder port,a valve member for commanding the passages provided with a recess andresilient means ttr engaging the said recess for check ng the valvemember when it is in a position to open the fil'rwlmentioned passage.

32. A triple valve having a passage eonneoting an auxiliary reservoirport with a brake cylinder port, a pas age connecting train pipe portwith the bralte r 1 and a valie member for conunanding aid passages andadapted to be moved to tion to open the stm the said valve mem herhaving a reces: provided with an in clined end, and a resilient meeizbert r en gaging the inclined end of stlltl rere-s to move the valve memberto a position in which it closes said passages.

33. A triple valve having a passage, leading from a bralve cylinderport. a l ltlfia'tlgt leading from a train pipe port to an auxiliaryreservoir port, and a valve member tor commanding the passages andadapted to move in one direction to a predetermim position to open thepaw-ages, and en in the same direction to restrict the pll illjttm thesaid valve member having a side with a cutaway portion having aninclined end and resilient means engaging the cut-away por-- tion of theside of the valve member l'or re tarding the movement oi the valvebeyond the said predetermined point.

34. A triple valve having a passage lead ing from a brake cylinder port,valve memher for commanding the pa ssage adapted to move in onedirection to a predetermined point to open the passage and on in thesame direction to restrict the passage. the said valve member having aside with a cut-away portion having an inclined end. and silient meansengaging the cutaway portion of the side of the valve member forretarding the movement of the valve member beyond the said predeterminedpoint.

35. In a triple valve, a passage leading from a train pipe port to anauxiliary reservoir port, a valve member for commanv ling the passageand adapted to move in one direction to a predetermined point to openthe passage, and on in the same direction to restrict the passage, thesaid valve member having a side with a cut-away portion having aninclined end, and resilient means ent gaging the cut-away portion of theside of the valve member for retarding the movement of the valve memberbeyond the said predetermined point.

36. In a triple valve having a passage leading from an auxiliaryreservoir port to a brake cylinder port and a passage leading from atrain pipe port to an auxiliary reservoir port, and a passage leadingfrom the valve member second-month nett p: member en 'agi no b t l cesswhen t e i alve le is 1n a position to open th. and ll passages.

37. In a tr ple lre navmg a passage leading tron: an auxiliary reservoirport to a bra lie cylinder port. a passage leading from a train pipe prt' to an auxiliary reservoir port. and passage leading from the brakerylinder port. a valve member for crmmanding the passages and having aside with a cutaway portion having inclined ends and a reresstherebetween, and a re silient member tor engaging the side, theresilient member eng k g one of the inclined ends of the cut awayportion when the valve member is in position to open the first-mentionednnsage, the resilient member engaging the recess when the valve memberis in positi n to open the second mentioned pastl e resilient memberengaging the side of the valve member at the cut away portion beyond thereecss when the valve memher is in position to open the second and thirdmentioned pa sages, and the resilient member engaging the inclined endof the cut away portion of the valve member when the valve member ismoved on to restrict the second and third mentioned passages.

In a triple valve :1 seat member having a port, a rotary valve membertor commanding the port, and resilient means engaging the valve membertor moving the valve member relatively to the seat fiiQll'llJOl.

$39. In a triple valve a valve member ha ving a side and a resilient armfor engaging the side for retarding the movement ot the valve member.

40. In. a triple valve a valve member having opposite sides and a pairof resilient arms spaced from eat-a other and engaging the sides l'orretarding the movement of the valve member.

41. In a triple valve a valve member hav ing opposite sides withinclined faces, and a pair of resilient arms spaced from each other andengaging the sides.

In a triple valve. a valve seat having ports. a rotary valve member torcommanding the ports and having cut-away portions at opposite sides, thecut-away portions having inclined ends and a recess between the ends,and a resilient member having arms engaging the said cut-away portionsto retard the action of the valve at predetermined points.

In a triple valve, a valve seat having ports, a rotary valve member forcommanding the ports and having cutaway portions at opposite sides, thecut-away portions each having inclined ends and a recess between theends, means operable by pressure in the train pipe for actuating thevalve member, a gripping device having resilient arms, and rollersjournaled to the said arms for engaging the cut-away portions of saidvalve.

M. A triple 'alve having a passage leading from a brake cylinder port, apassage leading from a train pipe to the auxiliary reservoir port, arotary valve member for commanding the passages adapted to move in onedirection to a predetermined position to open the passages, and on in.the same direction to restrict the passages, and resilient meansengaging opposite sides of the valve member for moving the same.

A triple valve having a seat member with ports, a rotary valve memberwith an uneven surface, and ports for cooperating with the seat member,and a resilient member for engaging the uneven surface of the valvemember.

46. A triple valve having a seat member provided with a port leadingfrom the train pipe, a port leading to the brake cylinder,

and an auxiliary reservoir port connected by a. passage with the portleading to the brake cylinder, and a valve member having two portsconnected by a passage, one of said ports being adapted to communicatewith the port in the seat member leading from the train pipe and theother port being adapted to communicate with the brake cylinder port,the said valve member having a port communicating with the auxiliaryreservoir, :1 portion of said port being adapt ed to communicate with aportion of the auxiliary reservoir port in the seat member, and a checkvalve in the passage connecting the two first mentioned ports in thevalve member to prevent the air from the brake cylinder escaping intothe train pipe.

47. A triple valve having a seat member provided with a port leadingfrom the train pipe, a port leading to the brake cylinder, and anauxiliary reservoir port connected by a passage with the last mentionedport, and a valve member adapted to cooperate with the seat member andhaving a port for connecting the auxiliary reservoir with the auxiliaryreservoir port in the seat member, the said valve member having a portpro vided with an extension, a portion of said port being adapted to bedisposed over the brake cylinder port, and the extension of said portbeing adapted to be disposed over the train pipe port. to attOI'd arestricted ctmmiunication between the train pipe and the brake cylinder,when the port in the valve member communicating With the auxiliaryreservoir is in communication with the auxiliary reservoir port in theseat member connected with the brake cylinder port.

48. In a triple Valve a casing having an auxiliary reservoir portopening into the same, a, valve seat in said casing provided with a portleading from the train pipe, and a port in said valve seat connected bya passage with said train pipe port, and a valve member having a portadapted to communi cate with the last mentioned port in the valve seat,the said valve member having a passage leading from said port throughthe top of said valve member and opening into said casing and a checkvalve in said passage for permitting air to pass upward into the casingand then into the auxiliary reservoir.

49. A triple valve having a seat member provided with a brake cylinderport, an exhaust. port connected with a passage leading to the exhaust,a port leading from the train pipe, and a port connected by a passagewith the train pipe port, and a valve member having a port adapted toregister with the brake cylinder port in the seat member, a portcommunicating with the exhaust port in the seat member, and a passageconnecting said ports, the said valve member also having a port forcommunication with an auxiliary reservoir, the said port being adaptedto communicate with the last mentioned port in the seat member, so thatair will flow from the train pipe to the auxiliary reservoir at the timethe brake cylinder is connected with the exhaust.

50. A triple valve having a seat member provided with a brake cylinderport, an exhaust port connected with a passage leading to the exhaust, aport leading from the train pipe, and a port connected by a passage withthe port leading from the train pipe, and a valve member having a portadapted to have a restricted communication with the brake cylinder port,a port adapted to have a restricted communication with the exhaust port,the said ports being connected by a passage, the said valve memberhaving a port for communicating with an auxiliary reservoir, the saidport being adapted to communicate with only a small area of the port inthe seat member connected with the train pipe port.

51. In a triple valve, a valve seat having ports, a valve member forcommanding the ports and having oppositely-arranged portions providedwith an uneven surface, and a resistance device for engaging the saidsurfaces of the valve member to retard the action of the valve atpredetermined points.

52. A triple valve having a seat member provided with a port leading tothe brake cylinder, a passage leading from an auxiliary reservoir portto the brake cylinder Ill port, and a port leading from the train pipe,and a valve member having two ports connected by a passage and adaptedto communicate respectively with the train pipe port and the brakecylinder port of the seat member, the said valve member automaticallyrestricting the passage leading from the auxiliary reservoir port to thebrake cylinder port, as the communication between the train pipe portand the brake cylinder port is opened widely, and a check valve in thesaid passage connecting the said ports of the valve member forpreventing the escape of air from the brake cylinder.

53. A triple valve having a seat member provided with a port leadingfrom the train pipe, a port in said seat member connected by a passagewith said train pipe port, a valve member having a port adapted tocommunicate with the secondmentioned port, the said valve member havinga passage leading from said port and communicating with an auxiliaryreservoir port, and a check valve in said passage.

54. In a triple valve, a casing having a cylinder on one side and anauxiliary reservoir on the other side, a valve seat having a passageconnecting an auxiliary reservoir port with a brake cylinder port, and apassage connecting a train pipe port with the brake cylinder port, and avalve member for commanding the passages, a piston reciprocating in thecylinder and connected with the valve member, the piston being exposedon one side to pressure in the train pipe and on the-other side to thepressure of the auxiliary reservoir, and a resilient gripping memberengaging the valve member and adapted when the pressure in the auxiliaryreservoir falls below the train pipe pressure, to move the valve memberto a position in which it closes said passages.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

EPHRAIM K. HUTCHISON.

Gr. S. HOAG.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

